Railway-train signal.



PATENTED JUNE 27, 1905.

G. KANITZ.

RAILWAY TRAIN SIGNAL.

APPLIOATION FILED OCT. 21, 1904.

4 SHEETS-SHEET 1.

No. 798,301. PATENTBD JUNE 27, 1905. G. KANITZ.

RAILWAY TRAIN SIGNAL.

APPLICATION FILED OUT. 21, 1904.

4 SHEETS-SHEET 2.

0% 77 6118857 egg No. 793,301. PATBNTED JUNE 27, 1905.

G. KANITZ.

RAILWAY TRAIN SIGNAL.

APPLICATION FILED OCT. 21, 1904.

4 SHEETS-SHEET 3.

No. 793,301. PATENTED JUNE 27, 1905. G. KANITZ.

RAILWAY TRAIN SIGNAL.

APPLIOATION FILED 0012.21, 1904.

4 SHEETS-SHEET 4.

Patented June 27, 1905 PATENT OFFICE.

GUSTAV KANITZ, ()F MILWAUKEE, WISCONSIN.

RAILWAY-TRAIN SIGNAL.

SPECIFICATION forming part of Letters Patent No. 793,301, dated June 27, 1905.

Application iiletl October 21, 1904. Serial No. 229,409.

To all whom, it may concern.-

Be it known that I, Gns'rnv KANITZ, a citizen of the United States, and a resident of Milwaukee, in the county of Milwaukee and State of \Visconsin, have invented ccrtai n new and useful Improvements in Railway-Train Signals; and I do hereby declare that the following is a full, clear, and exact description thereof.

My invention has for its object to provide a simple and effective block-signal system for railways, the signals to be positively actuated by the moving trains and also received by the latter; and it consists in certain peculiarities of construction and combination of par-ts to be fully set forth hereinafter, with reference to the accompanying drawings, and subsequently claimed.

In the drawings, Figure 1 is a side elevation of a railway equipped with my system, showing a portion of a locomotive in operative position to signal. Fig. 2 is a cross-section of the same on an enlarged scale. Fig. 3 is a diagram view, in perspective, illustrating the entire system and method of connecting the signal-posts. Fig. & is an enlarged detail of one of the signal-posts. Fig. 5 is a rear elevation of the same, partly in section, as indicated by the line 5 5 of Fig. 4.. Fig. 6 is a plan section of the same on line 6 6 of Fig. 4; and Fig. 7 is a similar section on a different plane, as indicated by line 7 7, showing the rod connections and guide-rollers. Fig. 8 is a detail plan section of the supporting-bracket of the operating-wheel; and Figs. 9 and 10 are details of a fragment of track, illustrating a method of passing the signal operating rods under a switch or crossing.

Referring by numerals to the drawings, as best shown in Fig. 4, l is a standard bolted to extension-ties of the track. Said standard is provided at its top with an opening and near its bottom a brace 2, with a corresponding opening for the support of a shaft 3, to the lower end of which is secured an arm a, and its upper end is provided with a signal-arm 5, set at approximately ninety degrees from arm 4:. The shaft is also provided with a lever 6 and suitable retaining-collars 7 7. A bracket 8 is bolted to the standard 1 near its top, having a stud 9, upon which is loosely pivoted a vertical lever 10. This lever at its top carries a cam-track 11, the normal position being at an angle having its low end pointing in the direction from which a train would come in order to operate upon it. The other end of said cam-strip is connected by a brace 12 to the lower end of lever 10. A pin 13 projects from said lever and is adapted to engage the lever 6 when the shaft 3 of the signal-arm is rocked to its danger position.

As best shown in the diagram view Fig. 3, the arm a is connected by a series of linked rods 1a to the lever 10 of the third preceding signal-post X, while the lever 10 of its post is similarly connected to the arm 4 by rods 15 of the third succeeding signal-post Y, and all of said rods are suitably guided by rollers 16, housed in boxes at intervals along the track. In practice I may in place of the rods substitute a cable and, as best shown in Figs. 9 and 10 of the drawings, these connections to the posts, where a switch or crossing occurs, may run through openings 17 in the rails.

In order to operate my signals, each engine is equipped with a wheel 18, which is secured to the cab thereof by a bracket 19, having a rear wall 20 projecting therefrom to receive the shock when said wheel strikes the camstrips 11, the axle 21 of the wheel being pivoted in the bracket 19 so that it can be swung outof path of the cam-strip when the engine is backing, &c. Each engine-cab is also equipped with an alarm-bell 22, which has a crank 23 projecting out of the cab and hangs downward in the path of any signal-arm 5 which may be standing at "dang-er.

As previously stated, the object of my invention is to arrange a mechanically-operated signal system in such a manner that an engine will set a danger-signal inadvance of its travel, so that engines coming in opposite direction upon the same track will each receive a signal by the bell in the cab, thus placing the engines in communication with each other when at a distance, so that they may stop and avoid collision.

As best shown in the diagram view Fig. 3, the operation of my system is as follows: The signal-posts are in practice placed about twelve Versa.

hundred feet apart and upon both sides of the track, so that an engine going in one direction will operate the signal-posts upon one side and receive its alarms upon the other vice Now as the normal position of the levers is such that the cam-strips 11 are always inclining upward, an engine will strike each cam-strip as it passes a post, and, as seen in the diagram, the engine indicated by dotted lines marked A has just struck a cam-strip and thrown it down to a horizontal position. The movement, through its rods 15, pulls the signal-shaft 3 of the signal-post Y=back and sets the signal-arm 5 at danger, so that the engine indicated by dotted lines marked B, which is coming in the opposite direction, will receive an alarm by means of its bell being actuated through the crank 23, which will now strike the signal-arm. This engine in the meantime has also thrown asignal inadvance of its travel to the signal-post Z at the opposite side of the track, which is taken up by the first-named engine, (marked A;) butit' the track is clear when engine A arrivesat the signal-post marked Y its wheel will strike the cam-strip, and by means of the pin 13 striking the lever 6 the signal-arm will again be returned to its normal or clear position, which movement, through its rod connection, will now restore the cam-strip in the rear to which it is connected, thus restoring all signal-posts back of the train to their normal or clear positions.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is

1. In a signal-postalever having an inclined u p per surface and a signal-shaft provided with a signal-arm at its upper end, and an actuating-arm secured to its lower end, a lever extending from the signal-shaft and a pin projecting from the first-named lever in the path of the signal-shaft lever substantially as set forth.

2. In a railway signal system, a train having a signal actuating and "receiving means carried thereby, stationary signal-posts connecting each other along the line of railway in the path of the'signal :actuatingand receiving means, each of said postsicomprising a lever having an inclined upper surface and a signal-shaft provided with .a-.-signal-arm at its upper end, and an actuating-arm secured to its lower end, .a lever extending from the signal-shaft and .a pin projecting from the .li-rstnamed lever in the path of the-signalsshatt lever, substantially as set forth.

In testimony that I claim the foregoing I have hereunto set my hand, :31] Milwaukee, in theccounty-of Milwaukee and-State of Wisconsin, in the presence of two witnesses.

GUSTAV KANITZ. 

